Stephen Hammond: As my right hon. Friend Secretary of State for Transport said in his opening speech, the intent of the Bill is absolutely clear. It will help to deliver a fairer deal for UK hauliers, going some way to correct an inequality that has existed for too long.
	On 23 October this year, we held an extensive Ways and Means debate, and I was urged to make a contribution that owed more to quantity than quality. Today, I have been urged to make my speech one of quality rather than quantity, and I will obey that stricture. I should like to thank the hon. Member for Poplar and Limehouse (Jim Fitzpatrick) for the points he raised today and during the Ways and Means debate. He rightly said that the Bill was to be welcomed. I tried in the previous debate to answer some of his questions, and I shall try again to deal with points that he has raised, along with those raised by the hon. Members for Stoke-on-Trent South (Robert Flello), for Ogmore (Huw Irranca-Davies) and for Liverpool, Riverside (Mrs Ellman).
	Vehicle excise duty rates will be published in the draft Finance Bill towards the end of 2013, so they will be known well before the start of the levy. There has been a great deal of discussion about enforcement today, and about whether opting out of cross-border enforcement arrangements would hamper enforcement. Let me make it clear that the cross-border enforcement directive is only about data exchange. As we said in the Ways and Means debate, and as my right hon. Friend said earlier today, there is therefore no question of enforcement being hindered by our not being involved in the directive. Outstanding fines and penalties can be pursued even if they are not in the directive.
	Questions were raised about who is paying the fine. My right hon. Friend the Secretary of State was exactly right: it is the driver, but the registered vehicle keeper is jointly liable, so VOSA—the Vehicle and Operator Services Agency—and the DVLA can act against both, including by impounding vehicles and by taking drivers and operators to court. Drivers without a satisfactory UK address will be required to pay a financial penalty deposit on the spot by a VOSA enforcement officer. This enforcement strategy is designed to overcome the problem, raised by several Opposition Members, of foreign drivers fleeing back to their own country and out of UK jurisdiction. The question of enforcement has been well dealt with, and there is always the option of a prosecution in the magistrates court for the offence, as set out in clause 11.
	Questions have been raised about what would happen if the load was seized and how much of it could be seized. The Bill makes it fairly clear that the whole load is seized. I will consider the point of my hon. Friend the Member for Sherwood (Mr Spencer) about whether a lorry might be carrying bees, locusts or whatever else, and about what needs to be done at that stage. Let us none the less be clear: the Bill contains the power to seize the load.
	As I said in the Ways and Means debate, the Welsh Government were seeking a legislative consent motion at that stage. Since then, after further discussions with departmental officials, they decided that they did not need to do this. Scotland and Northern Ireland had already said that. Let us be clear that the HGV levy is a tax, so it is a reserved matter, but we have no intention of limiting the power of any of the devolved Administrations to introduce charging if they so wish at some future date, and the Bill allows for geographic coverage of the HGV road user levy to be amended by order to allow this, if necessary.
	The hon. Member for Strangford (Jim Shannon) asked about Northern Ireland. As I said in the Ways and Means debate, Ireland already has road charges in
	the form of tolls. The new UK charge applying in Northern Ireland is about the same as existing Irish tolls, so this would be relevant to a round trip from Belfast to Dublin and back again. It would be difficult to exempt Northern Ireland, because the Government are introducing this by means of reducing VAT. If the hon. Gentleman wishes, I am sure we can explore the issue further in Committee.
	To return to the main aims of the Bill and the key point about the level of charge, we consider our plan to charge large vehicles £10 a day or £1,000 a year to be fair, proportionate and compliant with relevant EU legislation. For the daily amount, we are seeking to charge the highest level permissible while remaining compliant with EU law.

Simon Burns: No, because I really do want to make progress.
	The inquiry will report in due course, and it would be extremely foolish of me to try to prejudge or anticipate it, but no doubt the hon. Member for Poplar and Limehouse will, if he so wishes, be prepared to contribute to it by submitting his views on issues that he clearly holds to be very important, as indeed they are.
	In conclusion, as the hon. Gentleman has said, this process, which started with the Bill’s Second Reading in
	January, has involved friendly, vigorous and constructive engagement between the Government and the Opposition. I pay tribute to my predecessor, my right hon. Friend the Member for Chipping Barnet (Mrs Villiers), for the way in which she led on the Bill until the final prize was taken from her grasp and given to me. I also pay tribute to the hon. Gentleman and his colleague, the hon. Member for Barrow and Furness (John Woodcock), for their constructive engagement in ensuring a strengthened and even better Bill at the end of the process than it was at the beginning. That is what Parliament is all about—making sure that we get the right answers to the questions posed. I think that the Bill as it was originally drafted was very good but, by listening and engaging, we have been able to strengthen it further, and this short debate has illustrated the co-operative way in which both sides have engaged in the process.
	I could not finish without thanking those who are often the unsung heroes of the process of taking a Bill through Committee. Members in this House and the other place do not know their names and rarely see the hard work that they do day in, day out. They are, of course, the civil servants in the Department for Transport and its Bill team. They have worked extremely hard to ensure that our proceedings could go as smoothly as possible and that all the amendments were analysed properly, so that only those that merited it were accepted, even in modified form. I pay tribute to them and to all Members who have contributed so much to the Bill, both in this place and in another place, and I look forward to its becoming law, because it is badly needed to upgrade the existing legislation, which dates back to 1982.
	Lords amendment 1 agreed  to .
	Lords amendments 2 to 75 agreed to .